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EB2021-MFM-003

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Abstract

Mr. Denis Emorine, ALSTOM, GERMANY


Manufacturing train fleets for countries that have extreme weather/climatic condition is always a specific challenge, moreover when the concerned country has a huge difference itself inside.

Even under such specific constraints and conditions, the train and in particular the brake system must remain reliable and available.

Some simple examples:

How can we (car builders) make sure that the train will still brake if ice or snow is built up on brake acting component? Or if the exhaust of brake pipe (emergency brake) is clogged by ice?

If a train has failure between 2 far station (>250 km), it shall be able to run to reach the next (far) station.

The presentation aims to:

- Present the fleet running locations, numbers and route distances,

- Present the requirements depending on the location (south vs north vs center Sweden), weather conditions (snowy, extremely cold)…,

- Overview of the specific solutions and features present to fit to the constrains: redundant AGTU for specific region, specific retardation test from brake and signaling system.

We will present the real effect by examples of the snowy, extremely cold, humid climatic conditions:

 Pictures of a train with bogie completely hidden behind snow,

 Video of iced caliper moving by braking the ice (test bench)

This will be just quick go through, since we plan a dedicated presentation for the winterization separately for the session in 2020.

We will also present the specific feature of the brake and signaling system for Sweden: Retardation test.

What is the aim?

What is the historical development of it?

How does it work? What are the attention compared to a performance test?

What are the special solutions used for adapting the retardation test from UIC to a direct brake system?

EuroBrake 2021

IBB

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EB2021-EBS-011

Abstract

Mr. Denis Emorine, ALSTOM, GERMANY


All train manufacturers have one day experience squealing noise issue by braking in the stations. This noise could be high frequency or low frequency. It is in any case an issue when it’s disturbing noise (in the human ear frequency).

This issue causes disturbance for the population leaving close to the railway stations and it’s taken seriously into consideration in the recent project: for instance, in Sweden.

To avoid or reduce this noise, what are the possible levers for it? What are the effective influence of each levers on the noise? It’s always a fine compromise to find between wear (LCC), performance (thermal) and noise.

Therefore, the presentation will target to provide actual answers on a real example experienced on Nordic trains in Sweden by ALSTOM Transport.

It will show:

- the initial situation of each Swedish fleet and its chronology (wear, noise),

- the corrective actions chosen within the project developments,

- the issue encountered with the correctives actions,

- the experimental researches to identify where come from the noise generation (18 different pad variants, different caliper fixations, SW action on the brake force…),

- the analyze of the results with their weighting on interest/cost and beside requirements (wear/performance),

- the final retained solutions,

- Actual final accepted end solution.

EuroBrake 2021

MMD

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My name is Denis Emorine, I am french leaving in Germany for more than 8 years.


I am working in the railway industrie since 2002.


First as technical project manager for special maintenance machins for catenary, track , elevation based on wagons.


Then I worked for Faiveley Transport as brake SE for locomotives, HST and Regional trains.


I finally integrated ALSTOM in 2013 in Salzgitter (Germany) and I am Senior Expert for Brake system and Domain Leader for the Train system Propulsion (Brake and traction system).


I am active part of ENs for brake system as well as in the German "AK Bremse", but also in Shift 2 Rail.

Germany

Domain Leader Propulsion, Senior Expert Brake and air system

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